Friction-drive transmission gearing



April 1 1924. 1,488,942

. M. SCHIESARI FRICTION DRIVE TRANSMISSION GEARING Filed Dec. 50, 19 22 4 Sheets-Sh eet 1 1N VEN TOR M. SCHIESARI FRICTION DRIVE TRANSMISSION GEARING April 1 1924.

Filed Dec. 30 1922 4 Sheets-Sheet 2 .Irl

M. SCHIESARJI FRICTION DRIVE TRANSMISSION GEARING April 1 Filed Dec. 30, 1922 4 Sheets-Sheet 5 INVENTOR April 1 1924. 1,488,942

- M. SCHIESARI FRICTION DRIVE TRANSMISSION GEARING Filed Dec. 50 1922 4 Sheets-Sheet 4 INV EN TOR v len Zl ATENT QFFICE.

rials-re soninsaar, or new roan, N. Y.

FRICTION-DRIVE TRANSIVIESSZON GEARING.

hpplicatien filed December 30, 1922. Serial No. 609,900.

To all whom it may concern:

Be it known that l, MARIO SoHinsARI, a citizen of the United States, residing in the borough of Manhattan, in the city, county, and State of New York, have invented certain new and useful improvements in Friction-Drive Transmission Gearings, of which the following is a full, clear, and exact description, reference being had to the accompanying drawings, forming a part of this specification.

This invention relates to friction drive.

transmission gearings, and more particui for use in connection with motor propelled vehicles.

The primary object of my invention is to provide a novel and improved construction of transmission gearing built in one unit with the differential, and avoiding the use of separate units for speed change and dif ferential gearings, which is now universally adopted.

Another object of my invention is to provide a transmission gearing possessed of all the advantages pertaining to a friction drive, but devoid of most of the objectionable features of the friction gearings heretofore in use.

still further object is to provide a differential gearing of novel and improved construction, comprising frictional means for effecting of soeed doing awa with the necessity of employing a separate speed change gearing, and retaining at the same time the advantages pertaining to the direct drive which is used at top speed,

and which obtained through positive engagement of the driving and driven members.

will more fully appear as the description proceeds, my invention furthermore consists in certain novel and improved constructions and arrangements of parts, as will he hereinafter fully described, and claimed in the appended claims.

Aside from some objectionable features which will be presently discussed. the friction type of gearing possesses advantages which are extremely important, the main ones being silent action and infinite gear variations obtainable by means of arrangements far simpler than those required by speed change gearings of the ordinary type. Among other advantages, is the possibility iarly to friction gearing specially adapted with these and other objects in view, as

of its being built in a very compact form, which feature makes it possible to combine speed change gearing and rhfierential in a single unit, the dimensions of which need not be much larger, or in fact'no larger than those of a differential of ordinary construction.

This form of multiple speed differential gearing, which is especially adapted for use in small cars, furthermore retains the feature of positive gear and pinion direct drive, which in current practice is used by a small car in at least 80% of its mileage.

In the drawings:

Fig. 1 is a cross sectional view in elevation of a differential gearing embodying my invention;

Fig. 2 is a side sectional view in elevation of the same;

Fig. 3 is a cross sectional View in elevation of a balanced action differential gearing also embodying my invention; and

Fig. 4c is a side sectional view in elevation of the same.

In the drawings I show the features applied in the preferred forms of gearing, in combination with a differentialcasing of the usual dimensions, and in the proper proportions; therefore I not only illustrate the novel construction, but also the ease with which the same can be adopted in place ofa differential of the ordinary type, without the necessity of changing the design and appearance of the rear bridge.

The same does away with the necessity of a separate speed change gearing, with its casing and control levers, which in my device may be substituted by a single lever moving only forward and backward and not sidewise, easily controlled, therefore, and mastered by the beginner. Additional advantages are a silent performance, ease in starting the car, and lessened weight of the car itself.

A plurality of points of contact along the same circumference may be obtained by means of a plurality of driving discs acting on the same driven wheel; the same plurality of discs, however, may be used drive two wheels in the opposite direction, extending the leverage, and therefore dimin ishing the torque, and the necessary pressure for low speeds.

This feature is illustrated in Figs. 3 and r, which will he later fully described.

In Figs. 1 and 2 is represented a differin the same, 10 designates the pinion' which is mounted on the driving shaft, in mesh with gear 11, which is loosely mounted on the differential casing Said casing,

in the usual manner, is loosely mounted on rear Wheel shafts 13, 14:, and carries tour pinions l5, l6, 1?, 18, in mesh with bevel gears 19, 20,,respectively keyed on shafts l3, l4.

Externally to said casing, and slidably keyed thereon, is mounted friction Wheel consisting of a holder 21 and a Washer securing in position a friction rim 23. A friction disc 25, provided With a stem 22, is carried by the shaft 26, on which pinion 10 is mounted, stem 2% being inserted at the end of said shalt so as to rotate therewith, and being able to slightly move in axial direction in relation thereto. To this end, stem 24 is shown having a square section, but a keyed round stem may of course also be used. Y

A stationary frame integral with the rear bridge, carries additional pinions similar to pinion 10, in mesh With gear ll, and equally spaced along its circumference; three additional such pinions being shown in the drawings at 28, 2t, 30, respectively mounted on shafts 31, 32, 88, rotatably mounted on frame 27. W hen pinion l0 revolves, gear 11 is driven thereby, and will in its turn cause the rotation of pinions 28, 29, 30, and shafts 31, 32, 83. Each one or said shafts carries a friction disc, similar to 25, and provided with a stem rotatable with the shaft and axially slidable therein, said discs being respectively designated by 34: 35, 36, provided with stems 55, Z36".

iDiscs 25, 3d, 35, 36, are held U er aressure against the surface execs rL-n by the action of springs 8;, 38, 3 l0, respectively, the pressure exerted by which is adjustable, as will be seen.

Holder 21 of friction rim 23 is slidahly keyed, as stated, on. casing l, may be caused to move from the position shown in the drawings, Where 23 is opposite the center of the friction discs, toward gear ll, that the friction Wheel may be caused to be driven by the friction discs spe ing from zero to the top speed. This ment my be controlled in any s manner, for instance b" means of shi levers ll, l2, mounted on a shalt as, W carries a lug l i e ngaged by a grooved 45 mounted on a control. shaft d6.

An angular motion of 4-6, which may be eitected by means of control lever 46?, Will therefore result in an angular motion of shaft 23, and axial motion of holder 21.

Shifting levers e1, 42, also engage and 1 ,eeasca cause the axial motion of an idler ring e8, loosely mounted on casing 12 and having a rim to equai in diameter to rim 23, and

acting to counterbalance t e thrust pro"- sure against the bearings of the friction discs.

rt c riving oint,

or J! l L .Q .Li iriction connector niotio l: i stem reotly o the same to the diiifrcn ordinary cond tion or duplicated, g being 10, and the ftii-ction drive rem pressure or the justed so to decrease 2; age of tie mounting the same on threaded holders rorough the action of the controlling 1. ll {-w ta-taoie on lever; for instance ill the manner shown in F 1g. 2 in connection with springs 0?, 39, Which are shot r holders 55, riser" 3 tions 56, 5t as and controlled thereby. farts e threaced in onnos "-ie direct-i ns, motion a 43 causing travel ho .de'r 21 towards ll, will ca se 0v. l

's 5%, 55, l hing,

re exerted on the discs carried thereby.

by moving holder L speeds may of cours a no succession, t ward y will now can res with the increai; However, only ver vera 'c,

operation of the a plueoually as driv balanced 1 .LGSSSS or oi.

1 9 3 Ohm ately incireasig the now T w "1 in the aoove-oesc Med ri i ring 4E8 obviously rotates i lore protected by a shield -8 separating the discs from the pinions.

in Figs. 3 and i, 59 designates casing integral with the rear bridge, 60 the motor shaft, 61 the d iving pinion carried thereby, 62 the hovel gear in mesh with said pinion hire in loosely mounted on rear axle 63. the previous pinions 6e, 65,

ilar to pinion 61, loosely mounted, a d in mesh with gear 62.

Each pinion -friction disc 67 retatable therewith, and capable of slight axial motion under pressure oil spring 68, limited by a screw 69. 70. 71, designate two holders respectively sliua-bly keyed on sleeves 72, 73 loosely mounted on the hubs of differential gears 74, 75, said holders carrying friction riins 76, 77, in contact with the surface of the drivi '58 designates the dijli'eiential casingpropinternal to sleeves T2, 73, carrying four [inferential pinions 79 in niesh witi differed tial gears 7%, 75, and also carrying four additional pinions 8O coaxial with pinions 79 and in mesh with bevel gears 81, 82 respectively integral and coaxial with sleeves 72, '23.

lho aiz'al travel of holders 7 71 in either direction may be caused by means of shifting levers 83, 8e, engaging the same, mounted on a shaft 85, controlled by lever 86 and rod 87 connected thereto.

In the position shown in the drawings, in which friction riins 76, 77, are equidistant from the center, the same are driven by discs 67 at the same speed, but in reverse directions; pinions 80, th 'i'ore, will revolve loosely their are, driven by gears 81, 82, rotating at the same speed. if holders T0, 71, are moved slightly to the right, riin 77 will be driven at a speed higher than that of riin '56, on account of the ensuing difierencc in the relative friction levcconsequently gear 82, rotating a hher speed than gear 81, will cause pinions 80 to de elop themselves on the face of gear 81 c ying the diiierential casing 7 8 and the ns 79 around the axis the r axle. .nions 79, in the usual main er, will drive two portions of the rear axle through gears 74 1 5, with which said pinions "Z9 are interlocking.

Vhe the holders 70, Z 1, are moved totally t, the friction drive becomes the- The opposite happens if holders 70, 71, are moved in the opposite direction, the speed of the rear axle being proportional to the difference in speed between the two friction rims or wheels. On the direct drive, holds ""0 preierehly temporarily con- 1 driving in the arrangement just described, the

zero speed of the driven axle does not take place when the driven i111 or wheel is in line with the center of the driving disc, but it takes place When both driven riins or wheels are in contact with said driving disc or discs at a point intermediate between the center and the periphery, The friction leverage for low speeds has therefore been increased, and the pressure required to exert a suilicient frictional resistance accordingly lessened.

The pressure required for the higher eed being the same, as in a friction gear- -ng of ordinary type, the difierence between the highest and the lowest pressure required is less than in the ordinary case, and the adjustment of the spring pressure applied in the pr vious case may with less harm be omitted.

Also in this case a shield 90 has been provided protecting the friction mechanism from oil and grease.

From the foregoing it is seen that 1 provide a speed change frictional gearing which embodies many novel and advantageous features from the standpoint of efiiciency in operation; the construction of which, furthermore, is peculiady adapted for use in combination with diilerential gearing, and adapted therefore to be applied in motor cars in substitution of the usual speed change gearing and difierential in separate units.

T he feature or" simultaneously driving 4; i mess is wheel in the claims instea used throughout the s cate the particular iorin used in the embodiment of my inventi shown in the drawings. However, this is done for the salts of clarity,

limiting sense, since it is e, on functions tie elements nienti be reversed, by a galurali: wheels for drir in forms of gearing totally different from those shown.

i therefore reserve myself the right to design and use devices embodying; rny invention in any manner or forn as be su ested b sneciel rccuirenients in i different cases, and such may enter, fairly, into the scope of the appended c ainis.

I claim:

1. In a gearing, the combination, with friction driven el ment, or a plurality o friction driving elements in contact therewith at points distributed a circumference on the surface of said driven element, simultaneously driving said driven element.

2. In a friction gearing, with a driven wheel, of a 1 ing discs in simultaneous contact therewith at points distributed along the circumference of said wheel.

8. "in a gearing, the combination, with a friction driven element, of a gear coaxial therewith, and a plurality of friction driving elements distributed along a circuf; ference on the surface of said driven element, and in contact therewith, simultaneously driven by said gear.

In a gearing, the combination, with a friction driven el ment, of a gear coaxial therewith, a pinion at right angle thereto driving said gear, a friction driving element coaxial with said pinion and rotating therewith, and additional friction driving elements simultaneously operated by said gear.

5. The combination of a pinion, a gear driven thereby at angle thereto, a driven friction wheel coaxial with said gear, and a plurality of friction driving discs distributed along the circumference of said wheel, and in contact therewith, simultaneously operated by said gear.

6. The combination of a pinion, a gear driven thereby at right angle thereto, a driven friction wheel coaxial with said gear, a friction driving. disc coaxial with said ed therow'th, in contact c 'ioual friction l he see, distributed along the circunr gearing, a member, a ted to be positively driven interloc ing therewith, coaxe m e-her, means for the said members in r, and driving -"."lClLlO11 when out drir'en in contact wi slide l n ins and said gear ravel of said driven maximum forward hange transmission gearing, a differential a loosely mounted driving pinion therefor, a stable 1th said pinion, e.

d aoly keyed on said casing, "-n ausine" th axial travel thereof,

c adj pressure means intaining said disc in contact with said an additional driven element counterncing; the pressur exerted the -rii s of said driving disc, and means direct connection between said and said go 3 at the end of the I of said driven rim correspond to its maximum forward speed.

t: 10. in a speed change transmission ccrg the combination of a differential neara o ooseiy a oinion theiefor, additional pinion with s mounted on an outer a or r disc rotatable with each pinion, a drn rirn in contact with said disk slidablv keyed on sai differential casing, r us for causing: the axial travel of said ri and means cstabiishing direct connection oetween said driven rirn said at the end of the travel. of said driven rirn corresponding to its maximum forward speed.

11. In a friction gearing, and in combination with a driven wheel, a driving disc in contact therewith, a pinion rotatable with said driving disc, a gear driven by said pinion, additional driving discs in contact with said driven Wheel, driven by said gear, and means for causing the axial travel of said driven wheel.

12. In a speed change transmission gearing, the combination of a differential gearing' comprising a casing, a gear loosely mounted on said casing, a driving pin on therefor, an outer stationary casing, anoitional pinions in mesh with said gear rotatably mounted on said outer casing, a driving disc rotatable With each pinion, a driven rim slidably lreyed on said difi'erential casing, means for causing the axial travel of said rim, adjustable pressure means maintaining said discs in contact with said rim, means counterbalancingthe pressure exerted against the bearings of said driving discs, and means establishing direct connection between said driven rim and said gear at the end of the axial travel of said driven rim corresponding to its maximum forward 1 speed.

13. In a gearing, a gear friction driving means operated thereby, and a driven mem ber movable in relation to said gear and friction means, said driven member being adapted to be driven by said friction means at certain positions and being adapted to be directly driven by said gear at certain other positions.

14. In a gearing, the combination, with a driven element, of positive driving means therefor, a plurality of simultaneously operated friction driving elements adapted to drive said element and means causing said driven element to be associated with said positive driving means, or to be associated with said friction driving elements.

15, in a gearing, a rotatable member, a member adapted to be positively driven thereby When interlocking therewith, means for altering the relative positions of said two members causing the latter to become disengaged from the former, and a plu-.

rality of simultaneously operated friction driving elements adapted to drive said driven member When thus disengaged.

16; In a gearing, a rotatable member, a member adapted to be positively driven thereby, and a plurality of simultaneously operated friction driving elements adapted to drive said driven member, when the same is not driven by said rotatable member.

MARIO SCHIESARI. 

